Measurement of the diffractive structure function in deep inelastic scattering at HERA

This paper presents an analysis of the inclusive properties of diffractive deep inelastic scattering events produced in $ep$ interactions at HERA. The events are characterised by a rapidity gap between the outgoing proton system and the remaining hadronic system. Inclusive distributions are presented and compared with Monte Carlo models for diffractive processes. The data are consistent with models where the pomeron structure function has a hard and a soft contribution. The diffractive structure function is measured as a function of \xpom, the momentum fraction lost by the proton, of $\beta$, the momentum fraction of the struck quark with respect to \xpom, and of $Q^2$. The \xpom dependence is consistent with the form \xpoma where $a~=~1.30~\pm~0.08~(stat)~^{+~0.08}_{-~0.14}~(sys)$ in all bins of $\beta$ and $Q^2$. In the measured $Q^2$ range, the diffractive structure function approximately scales with $Q^2$ at fixed $\beta$. In an Ingelman-Schlein type model, where commonly used pomeron flux factor normalisations are assumed, it is found that the quarks within the pomeron do not saturate the momentum sum rule.Comment: 36 pages, latex, 11 figures appended as uuencoded fil

Observation of hard scattering in photoproduction events with a large rapidity gap at HERA

Events with a large rapidity gap and total transverse energy greater than 5 GeV have been observed in quasi-real photoproduction at HERA with the ZEUS detector. The distribution of these events as a function of the $\gamma p$ centre of mass energy is consistent with diffractive scattering. For total transverse energies above 12 GeV, the hadronic final states show predominantly a two-jet structure with each jet having a transverse energy greater than 4 GeV. For the two-jet events, little energy flow is found outside the jets. This observation is consistent with the hard scattering of a quasi-real photon with a colourless object in the proton.Comment: 19 pages, latex, 4 figures appended as uuencoded fil

Measurement of Charged and Neutral Current e-p Deep Inelastic Scattering Cross Sections at High Q2

Deep inelastic e-p scattering has been studied in both the charged current (CC) and neutral current (NC) reactions at momentum transfers squared Q(2) above 400 GeV2 using the ZEUS detector at the HERA ep collider. The CC and NC total cross sections, the NC to CC cross section ratio, and the differential cross sections d sigma/dQ(2) are presented. From the Q(2) dependence of the CC cross section, the mass term in the CC propagator is determined to be M(W) = 76 +/- 16 +/- 13 GeV

Virtual Set-up of a Racing Engine for the Optimization of Lap Performance through a Comprehensive Engine-Vehicle-Driver Model

In Motorsports the understanding of the real engine performance within a complete circuit lap is a crucial topic. On the basis of the telemetry data the engineers are able to monitor this performance and try to adapt the engine to the vehicle's and race track's characteristics and driver's needs. However, quite often the telemetry is the sole analysis instrument for the Engine-Vehicle-Driver (EVD) system and it has no prediction capability. The engine optimization for best lap-time or best fuel economy is therefore a topic which is not trivial to solve, without the aid of suitable, reliable and predictive engineering tools. A complete EVD model was therefore built in a GT-SUITE™ environment for a Motorsport racing car (STCC-VW-Scirocco) equipped with a Compressed Natural Gas (CNG) turbocharged S.I. engine and calibrated on the basis of telemetry and test bench data. The driver is simulated by means of a "position based" control in order to determine the braking points at each corner by itself and regulate the braking/accelerating intensity. By means of simplified vehicle dynamics and a complete engine flow dynamic modeling the behavior of the overall system during the lap can be analyzed and different scenarios simulated. In particular the focus is concentrated on the real operating conditions of the powertrain unit, which can be eventually combined also with energy recovery systems (e.g. KERS and TERS). In the proposed EVD model each technical element (Engine, Vehicle) is distinct and can be interchangeable. For example the engine can be virtually optimized and the influence of different technical configurations or engine mapping on the global performance can be investigated. The aim is to create modeling solutions which are compatible with the short development time of motorsports and thus to maintain acceptable CPU-time. As results of the proposed simulations show, spark advance, fuel injection and direct control of the waste-gate (WG) are parameters which can influence the overall performance for the adopted racing vehicle